Carburetor



A. DICKERSON Jan. 3, 1933.

GARBUBETOR Filed June 16 1931 2 Sheets-Sheet 1 Patented Jan. 3, 1933 nIc EnsoN, or LOGAN, UTAH CARBURETOR Application filed June 16, 1931. Serial No. 544,825.

My invention relates to carburetors and has for its object to provide a new and efficient andhighly economical carburetor for use on internal combustion engines.

A further object is to provide a carburetor for internal combustion engines which will be simple in construction, economical to manufacture, simple in operation and one in which the choke leveracts both as a choke and e as a means of regulating the mixture of fuel introduced into the said engine. The medium of regulating the mixture being a big factor in the necessary changes needed for different altitudes, for various weather conditions and for winter and summer driving.

A still further object isto provide a carburetor which cannot get out of adjustment, one in which the slow speed adjustment is easily and quickly made and one in which the or'thinner as desired by the operator with a semi-automatic regulation of the mixture taking place all the time the engine is running.

A still further object is to provide a carburetor which has the high speed adjustment automatic inso far as the mixing of the air with the fuel prelparatory to introducing it into the engine. his adjustment is commensurate witlithe speed, the revolutions per min 39 ute of the engine, and the suction allowed through the carburetor by the amount of opening through the throttle valve.

A still further object is to provide a carburetor which will" be easy to install and which will be so constructed as to be adaptable to any car, as the inlet'for the fuel may be rotatedif desired to any position.

These objects I accomplish with the device w illustrated in the accompanying drawings in which similar numerals and letters of reference indicate like parts throughout the several views and as described in the specification forming a part of this application and point- 5 ed out in the appended claims.

In the drawings'in'which I have shown the best and most preferred manner ofbuilding my invention "Figure 1 is a side elevation of the carburetor.

Figure 2 is a pian View thereof,

high speed adjustment may be made richer Figure 3 is a side elevation of the upper portion of the carburetor removed.

Figure 4: is a side elevation of the sliding air control valve.

Figure 5 is a vertical diametrical section on line 5 5 of Figure 2.

Figure 6 is a vertical diametrical section of the air control valve. Figure 7is an inverted plan view of the valve shown in Figure 6 with the control or choke lever shown in connection therewith.

In the drawings I have shown the carburetor as made of three sections A, B, and C. The section A is the top portion of the device and extends down through the other two sections to which and by which they are secured. The section B is the float chamber cover, and the section C is the float chamber.

The section A is made with a flanged top 1 by which it may be secured to the intake manifold of an internal combustion engine by passing tap bolts through the holes 2.

Onto the bottom of the top 1, I then provide a cylindrical mixing throat or draft chamber 3, and the bottom end of the mixing chamher is constricted to a centrally bored extension i in the central bore 5 of which the metering fuel jet 6 is screwed. The valve 6 is secured in rigid position in the bore by a set screw 7 The extension 4 is surrounded by the float chamber G, and the fuel for the device enters the valve bore 5 through the port 8, below the level of the bottom of the jet 6. r

The top side of the float chamber cover B is provioed with a curved depression 9 t0 fit against the curved portion 10 of the extension 4 and the cover is centrally bored to receive the extension and to allow the extension to be passed down therethrough said depression 9 to be fitted snugly to the portion 10. The fioat chamber C is then placed around the bottom of the device and secured therearound by a stud bolt 11 being screwed through a hole 12 in the bottom of the chamber C and up into the bottom' end of the bore 5 of the extension 4. A washer 13 prevents leakage of fuel from. around the bolt '11. The bolt 11 holds the cover to the section A, 100 and the-float chamber C, to the cover B,

and holds the entire assembl to ethtr b the 1- b J one bolt. enablin an ck removal. or parts for 1 I L h replacement or cleaning or installation.

Onto the to) side of the cover B I then 1 7 provide a gas inletboss 14- to which the lead line "from the fuel su ipl is attached and 1 J 1 1 a float lo 1s mean no onto toe bottom side of the cover with control valve 16 carried thereover, actuated by a curved member 1! a 1 1L1 'la f 1 l 'J" secured on one Lop suit. o tie neat uupcem the pivot point 18. The control valve 16 l n J, controls the low or ruel through the boss 14 into the float chamber and keeos the level of the fuel in tne chamber near a constant level.

Primary air port 20 are bored throu bottom of the drart chamber 3 t? ugh the ta iered bottom 3e thereof lnto (Jen con- .nection with the bore 5 above the to of the the jet will not be chang d.

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21 is formed by a top extending from the side wall of the chamber 3 and a cylindrical side wall depending from the top 22 forming the anthe lar Around the mixing i ci top end thereoit. i then provide chamber 21 which chamber nular chamber therewithin. A flange 2% is formed on the outside edge of the bottom side of the wall 23 to provide means for at- 40 taching an air cl aner to the entire device and as a base to mount the control lever for choking the motor.

Within the annular chamber 21 and surrounding the chamber 3, I then provide a 45 suction controlled floating valve which valve is formed of flat annular top 26 and :1 depending cylindrical sleeve 2?. Segments are cut from the side walls of the chamber 3 leaving openings 28 through which air is introduced into the mixing chamber and the cylindrical valve has segments cut from the walls of the sides th leaving senii-circular openings adapted to be brought into alignment with the openings 28 or to close oil M the openings 28 as required for operation. The lower edge of the side of the openings close oil the ports 20 sulliciently to allow the engine just enough air to mix with the fuel for idling the engine when cho 1g for starting. The secondary air s then allowed to enter the mixing chamber through the openings 28 and 29 to provide for running and acceleration.

A fuel control valve or metering pin 30 is suspended from a support bar 81 down into the end of the jet 6 to control the amount of fuel allowed to pass through the end of the jet.

The support bar 31 is screwed in through the side wall of the sleeve 27 of the valve and the end of the bar is slotted at and made smaller at 38'so that the hole in the end 34 of the valve may be passed over the end of the bar and the slotted end will contact to allow it to pass thereover and will then etipand to hold the valve thereon. This attaches'the valve 30 in suspension from the valve 25 so that when the valve 25 is raised the valve 30 will be raised from the jet 6 and as the valve 25 allows more air to enter the ports 28 and 29 into the mixing chamber the valve 30 simultaneouslyallows more fuel to be sucked up through the jet 6, thereby making the amounto'f air and fuel commensurate with each other. On the top of the chamber 21 I provide a radial boss 35, which boss hasv .1 here 36 to coininunicate'with the in terio: oi the chamber A transverse hole or port 37 is bored from the chamber 2l'into the bo" 36 to provide direct suction tromthe chamber 3 into the chamber 21. 'An adjustable needle valve 38 is screwed into the bore and has the end tapered to shut or partially shut off the suction through the bore 36 and. the port 37. The suction from the chamber 3 in the top of the chamber- 21 draws the top plate of t no valve 25 up, drawing the cylinder sleeve 27 up, opening the ports 28 and 29, allowing air-to enter tierethrough and at the same time opening the jet 6 by raising the valve 30 therefrom, thusv drawing more fuel through the ct as the air is drawn in through the ports 28 and 29. The suction from the motor is controlled by a butterfly valve 40 mounted in the here or chamber 8.

A choke control lever 41 is mounted on the under side of the flange 24, and the said lever is of the bell crank type having the choke Wire 43 secured to the usual setscrew means 45 in the end of the lever and having the other leg of the lever bifurcated to engage a vertical stand pipe or cylindrical bar 44 which bar when actuated by the lever partially rotates the valve 25 around the chamber-3 closing or nearly closing the primary ports 20 and'closing the ports 28 and 29, thus shutting off suliicient air from the engine to choke for starting. The instant the engine starts the suction therefrom draws the. valve 25 up opening more of the primary air and it the suction is sulhcient, opening the ports 28 over the ports 29, allowing some secondary air to enter with the fuel. This is regulated by ice atmospheric conditions and the speed of the 7 of the bar l4. Theneedle chamber 21 and extends down to the cover B, so that there in no movement of the valve up or down. Ports 4:? are bored through the walls of the bar it near the top or near the junction thereof with the valve 25 and these ports are opened and closed by the raising and lowering of the valve 25, raising and lowering the bar 44 up or down on the needle valve. The higher the valve 25 is raised the more the ports are opened, thus the less suction is created above the valve in the chamber 21. This is to break the suction in the chamber 21 and regulate the level towhich the valve will be raised upon opening the throttle valve. This feature eliminates fluttering of the valve 25, making the mixture even and smooth, yet at the same time making the device operate more responsively to each opening of the throttle valve.

The operation of my carburetor'is lows: 7

To choke the carburetor for starting the operator pulls out the choke wire 43, thereby pulling the lever 41, rotating the valve 25,

as folpartially shutting off the primary air ports 20, and the openings 29, allowing only a little air to enter through the portsQO. The motor starts and as soon as itis rotating the suction will draw through the chamber 3 and will draw the valve 25 up by the suction through the ports 36 and 37. This action opens the openings 28 by bringing the openings 29 into alignment'therewith allowing secondary air to enter the chamber 3 and at the same time drawing the metering pin up out of the jet 6, drawing more fuel up through the jet Gto be mixed with both the primary and secondary air.

As the motor warms the choke lever may be returned to the point at which the motor operates most eificiently. This places the openings 28 and 29 in more direct alignment with each other and as the motor is accelerated the valve 25 is raised commensurately with the amount of air and fuel required.

Each acceleration of the motor or retardation varies the level of the valve 25 proportionately with the amount of fuel and air being used and in direct relation to the speed of the motor. The needle valve 46 will regulate the level of the valve 25 and prevent over action and over travel of the valve 25.

Having thus described my invention I desire to secure by Letters Patent and claim:

1. In a carburetor of the class described for internal combustion engines the combination of a mixing chamber having an extension thereunder adapted to receive a metering fuel jet; a float chamber and cover carried under said chamber; a jet carried in said extension; an annular chamber formed around said mixing chamber; a suction controlled secondary air control valve carried around said mixing chamber, said valve having a portion forming the lower wall of said annular chamber;

secondary air openings andto be opened or closed by said air control valve; radial primary air ports leading through the base of said mixing chamber into the interior thereof at approximately the level of the metering jet; a metering valve carried in said metering jet and supported and actuated by said secondary air control valve; means to partially rotate said air control valve to shut off all of the secondary air openings to said chamber and all or part of said primary air to start the motor; and a needle valve carried between said annular chamber and said float chamber cover adapted to control the opening or closing of ports into said annular chamber as necessary for control of the movement of the secondary air control valve. 7

2. In a carburetor the combination of a three section assembly secured together by the medial extension of the top piece passing down through the other two pieces and hav ing a stud bolt secured thereinto; a mixing chamber formed in the top section; a float chamber in the bottom section and a cover for said float chamber formed by the medial section; a suction operated valve in an annular chamber formed around the mixing chamber, said valve being adapted to open and close air ports formed in the wall of the mixing chamber; means to break the suction from the engine in said chamber means tocontrol the flow of fuel into said chamber by the movement of the air control valve; and means to rotate the valve in the annular chamber to choke the engine. a

In testimony whereof I have aflixed my signature.

ARTHUR DICKERSON. 

